Switch-yard for gravity systems.



R. PFEIL.

SWITCH YARD FOR GRAVITY SYSTEMS.

APPLICATION FILED SEPT. 28, 1909.

1,067,544, Patented July 15, 1913.

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SWITCH YARD FOR GRAVITY SYSTEMS. APPLICATION FILED 82191228, 1909.

1,067,544. Patented July 15, 1913.

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M (e Tor MWaesses I Robe?!" Ff i gwnw w R. PFEIL. SWITCH "YARD FOE GRAVITY SYSTEMS.

A-PPLIOATION FILED SEPTQ28, 1909.

1,067,544, Patented July 15, 1913.

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R. PPEIL.

SWITCH YARD FOR GRAVITY SYSTEMS. APPLICATION FILED SEPT. 28, 1909.

1,067,544, Patented July 15, 1913.

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WTIE 8 imma h R. PFBIL.

SWITCH YARD FOR GRAVITY SYSTEMS.

APPLIOATION FILED SEPT. 28, 1909.

1,067,544, Patented July 15, 1913.

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WiTnesseS R. PFEIL.

SWITCH YARD FOR GRAVITY SYSTEMS.

APPLIOATION FILED SEPT. 28, 1909.

10 SHEETS-SHEET 6.

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Patented July 15, 1913.

R. PFEIL.

SWITCH YARD FOR GRAVITY SYSTEMS.

APPLICATION FILED SEPT. 28, 1909.

1,067,544, Patented July 15, 1913.

10 SHEETS-SHEET 7..

@Mierj w ROMA Pfea R. PFEIL.

SWITCH YARD FOR GRAVITY SYSTEMS.

APPLICATION FILED SEPT. 28, 1909.

1,067,544; Patented July 15, 1913.

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EMMTW R. PPEIL. SWITCH YARD FOR GRAVITY SYSTEMS.

APPLICATION FILED SEPT. 28. 1909.

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s aomeys Patented July 15, 1913.

R. PFBILV SWITCH YARD FOR GRAVITY SYSTEMS.

APPLIGATION FILED SEPT. 28, 1909.

1,067,544, Patented July 15, 1913.

10 SHEETS-SHEET 10.

i e e gmvumu WTn 5f 3 RQWT pf UNITED STATES PATENT @FFTQE.

ROBERT PFEIL, OF GRUNEWALD, NEAR BERLIN, GERMANY, ASSIGNOR T0 SIEMENS & HALSKE, A. Gr., 0]? BERLIN, GERMANY, A CORPORATION OF GERMANY.

SWITCH-YARD FOR GRAVITY SYSTEMS.

Specification of Letters Patent.

Patented July 15, 1913.

Application filed September 28, 1909. Serial No. 520,000.

'1 b u/J lP/LOHZ, it may concern:

lie it known that 1, ROBERT Pram, a subject of the German Emperor, residing in tlrunewald, near Berlin, Germany, have invented certain new and useful Iinprovements in Switch-Yards for Gravity Systems, of which the following is a full and clear specification, the invention being illustrated in the accompanying drawings and its novel features being more particularly pointed outin the annexed claims.

My invention relates in general to so called gravity systems employed in railroad switch yards in which the cars picked up by the yard locomotive in anyseqnence are pulled up onto the hump where they are cut loose from the train and roll down the hump by gravity to be shunted into the desired sidings. The shunting ofthe cars in this manner requires the strictest attention of the iOWQlll'ltlI). It not only requires an excellent memory but also requires great presence of mind. In large gravity systems in which several ears are shunted atthe same time, it is very diflicult to watch all cars sufficiently sh that the switch points are properly set toguide the car into the siding desired and it is sometimes hard to avoid to shunt a car into the wrong siding or to cause derailment of the cal-through hasty throwing of the switches.

The particular features of the present invention are means by which the disadvantages above mentioned are avoided and by which the switch points are thrown by means (if controlling mechanism, which in turn are controlled by the different cars or groups of cars to be shunted at a time at which the car has approached the points a certain distance. By groups of cars I un derstand those cars which are meant to be shunted together into one siding. Such groups may comprise one, two or more cars but for shortness I shall define hereinafter such groups simply as a car.

To clearly define various terms to be used hereinafter it may be stated that the track switches will be called switch points or shortly points. to distinguish same from the electric switches. which will be called shortly switches. For the mechanism for operating the points such as for instance shown at NI -M M Figure l. I shall use the term point movement. and for the controlling mechanism operated through the movement of the cars the term distributer, to indicate that this mechanism serves to dist.ribute the current foroperating the points. Y

I have illustrated in the drawings dia grammatically various forms by which my .invention may be reduced to practice, Which forms, however, though different in their detail arrangement, all embody the-principal idea of the invention to cause the car itself to set its points which will shunt itintothe desired siding which the operator has selected, when the car is cut loose.

In the drawings: Fig. 1 shows an arrangement in which the point movementmotor is directly controlled from the distributer. Fig. 2 shows an arrangement in which the motor is controlled from the distributer indirectly through a relay. Fig. 3 shows an arrangement in which the operation of the dist-ributer is started by the car which it is to control. Fig. 4 shows amodiffication similar to that shown in Fig. 3,

in which several cars on their way to the same siding, are controlled at the same time. Fig. shows how several point movements may be controlled by one distributor. Figs. 6 to 8' show a system in different stages of operation in which several distributers of the character shown in Fig. 5 are arranged. Fig. 9 shows a yard system employing auxiliary selectors between the distributers and the point selectors; Fig. 10 shows a relay operated distributor in detail. Fig. 11 shows a number of distributers as illus trated in Fig. 10 combined into a yard system, and Fig. 12 shows a distributer in which the several electrical connections, made in the previous modification by mechanically operating elements are made by electrically operating elements.

In Fig. 1 a simple gravity system is illustrated which comprises a main track 0 and the four sidings a, Z), c and (Z together with their point movements. This figure in particular illustrates a form in which for each siding (except the first siding (1) individual distributers B, C,l) are provided. M M M and M represent the point movements well known in the art for the sidings a, Z), 0 and (I. For instance point movement M, comprises electrmnotor M with two windings N and M for closing and opening the points. This motor transmits its motion to rack bar M by means of pinion M M M, and M,

the rack bar being connected with the points of siding a. Simultaneously with rackbar M the coupled switches M,, and M are thrown over. The other point movement are similarly constructed. The distributers B, C and D comprise each an electromagnetically operated ratchet wheel P and two contact levers which during their rotation slide over a number of contacts. For instance ratchet wheel P of distributer B is operated by means of elec tromagnet B and pawl B,,. On the shaft P,, P of wheel P are mounted two switch levers B, and B insulated from each other, which successively slide over contact segments 0, a,, 6,, 0,, d, and 2, a 6 0,, d, respectively. Contact I), is connected with winding of motor M, for operating the points of siding b so that they are thrown shut when lever B by closing the connection 1), P closes circuit N M M 1),, B P,-ground-N,. In order to close the circuits which cont-rolthe point movements'or to set the circuits in condition to be closed, switches or keys Z,, Z Z,, Z., are provided which respectively belong to sidings a, b, 0, d. Key Z, closes the circuit for point movement M, directly, while keys Z Z Z operate indirectly through distributers B, C, D respectively in connection with rail contacts 1 1,, L. These rail contacts 1,, I I, (which maybe of any suitable form known in the art, such as for instance insulated rails or like contact means operated by the car traveling over it) are provided on main tracke. I is connected with the contacts a,, of all distributers B, C, D; I with contacts 6, of dist-ributers C, D and I, with contact 0, of distributer D.

As an example it may be required to shunt the two cars W, and VV, coming from X into track 6 and siding d respectively. All points of sidings a, b, 0, 03 being normally open no point operation will be necessary for shunting car W, into track 6. However it is necessary to throw the points of siding d shut to shunt car W This is accomplished in the following manner: lVhen car W, leaves point X switch or key Z, is closed (it is thereby assumed that car V, has already passed rail contact 1,, whereby distributer D is operated preparatory to the point operation. By thus closing Z, the circuitground Z 0, D,, D,,, N, ground-is closed, magnet D,, is energized and ratchet wheel P of distributer D is fed one tooth by means of pawl D, This operation shifts levers D,, D,. from sector 0 into contacts a, and a, respectively. When now car V, passes over rail contact 1 it closes circuit-ground 1,, a, (of distributer D) D,, D,,, N, gronnd-and thus the distributer is again fed one tooth farther so that D, is shifted on to contact 1),. \Vhen car V, now passes over contact I, circuit:-ground I, 1),, D,, D,,, N,

shifted successively from contact 0 groundis closed D, is shifted onto 0,. In passing over contact I the car causes a similar operation through which lever D, is now shifted on to contact (1,. Simultaneously with the movement of lever D,, lever D is over dead contacts a 6 0, onto contact (2,. This closes the following circuit z ground D (1,, lever M motor winding M armature M battery N ground. Motor M, commences to operate and closes the points of sidings (l as described run into siding (Z. By thus' closing the points motor switches M, and M arethrown over by means of rack bar M so that winding M is cut off and winding M connected with lever M Through this operation the motor is automatically cut off and at the same time the circuit controlling the throwing open of the points is set. The points may now be thrown open into their normal position after the car has passed either by hand or automatically, for instance by means of rail contact S provided on siding (l and to be closed when car ll", passes over it. Thereby circuit-S M M M N groundis closed so that the motor M, is thrown in again but will now revolve in opposite direction and thus return the points to their normal open position. Also the distributor D may now he returned, either by hand or automatically in order to be in proper position to control the shunting of the next car which should enter this siding. The automatic return of the distributer to normal position is also shown in Fig. 1. With switch levers M and M is coupled lever M,,, which is closed as soon as the points of this siding are closed. Thereby circuit :ground U, M,;,, (11,, D,, D,,, N, groundis closed, which circuit is permanently opened and closed by means of the interrupter U permanently operated by motor U,. Thus an electric impulse is imparted to magnet 1),, and feeds ratchet wheel P one tooth so that levers D, and D. again arrive at the dead contacts 00. Point movements M, and M. similarly have switch contacts ,M. and M respectively by which their distributors are re turned to normal after the car has passed into the siding in their control.

Instead of controlling the current for the motor of the point movement directly from the distributer it may be also controlled indirectly through a relay interposed between the two elements of the system, whereby the relay is used for controlling the strong currents operating the motor. An arrangeso that the car can ment of this character is illustrated in Fig.

2 in which for the sake of simplicity only distributer D, control relay R, and point movement for siding (Z are illustrated. As

will be seen from this figure relay R, com prlses two magnets m, for controlling the closing of the points and m for controlling the opening of same. Their armatures r and r pivoted to the magnet yokes at 1: and respectively control the point move- 5 mentcurrent through contacts 0 and 0 respective y and they lock each other against the tension of a spring 8 in such manner that one armature can be pulled from its magnet by this spring only when the other armature 10 is attracted by its magnet. Structures of this character are known in the art sothat detail description and illustration thereof is omitted.

The device according to F igzQ operates as follows: When a car WV assigned to siding d passes in sequence rail contacts I I 1 contact levers D and D are shifted step by ste until they have reached segments d an (1 respectively as described before.

This will close the circuit :ground N P. D d m groundand thus cause magnet m to be energized which latter in attracting its armature r willpull armature 0 from its magnet. Thereby contacts 0,, and

simultaneously the zero return contacts k of the distribnter are closed. The contact at 0, causes the point motor M to operate (contact lever M4 being then connected with winding M to throwthe point-s shut so that car W can pass into siding (Z.. Simultaneously the return of the distributer to its normal position is caused in similar man 'ner as described before,- in this case circuit:ground b d D D N ground 5 being 010 ed. The opening of the points takes place when the car has passed rail contact S which closes the circuit through magnet M This magnet by attracting its armature closes the contact at c and contact 4Q lever M being thrown already over to winding M; by the point closing operation the circuit for the reverse operation of the motor is closed in. the manner described before, and thus the points are opened. The

45 energizing of magnet 112 has also set the relay back into its normal position in which it is shown in Fig. 2. r

In the modification heretofore described the cars delivered by the hump are brought by the towerman by means of selector keys or contacts Z Z under the control of the distributor of the siding into which they are to be shunted. In order to further relieve the towerman the operation of the distributers may according to the invention be also started automatically by means of a selector cont-rolled by the car. This modification is illustrated in Fig. -3 In order to simplify the diagram the distributors B, C and l) are shown with their contacts in a straight line instead of in a circle so the levers B B C C. D D instead of rotating as previously shown are assumed here to have movement in a straight line. In

reality however they are moving in a circle as previously shown. The detail structure and the operation of the distributers is otherwise the same as shown in Figs. 1 and '2. Accordingly for instance B (I D represent the electromagnets of the distribo uters, P and P 'shown here as contact rails correspond with and are in reality the shaft P and P of Figs. 1 and 2 on which the levers B B C D D rotate, and contacts 0,-a,, b 0 (Z and 0, (4 b 0 d 75 are here shown in straight line instead of in a circle. Levers B B D are shown as connected by an insulated rod representing the connection between shafts P and P of Figs. 1 and 2 and this rod is assumed to shift its contact levers laterally from contact to contact by the action of the elect-romagnet of the distributer whenever the latter receives an electric impulse as previously described. When the contact pieces 35 have arrived ontheir contacts (1 d they will owing to their arrangement in a circle in reality shift with the next impulse again onto the 0 contact as described before. Like wise with reference to relays R R only the electrical elements of same are indicated in detail. The point movements M M are indicated only by squares. 'Their structure and cooperation with their relays is the same as shown in Fig. Distributor B with relay R and movement M controls siding b. Distributer G with relay R and movement. M controls siding c. Distributer D with relay R and movement M controls siding d. Accordingly also relay magnets m are connected with the corresponding cont-acts of the distributers, that is to say: Magnet m of relay R with of distributer B, magnet m of relay R with 0 of distributer C, magnet m of relay'R with (1 of distributer D. The magnets m of all relays controlling the reverse operation of the motors as previously described are connected with the rail contacts S S of the corresponding sidings. For siding a similarly to Fig. 1 no distributer'is provided but only a relay R and for the main track (2 no device at all is necessary. Aside from the elements just described the selector K is provided which in its arrangement is in every respect like the distributers just described, that is to say itscontacts are shown in a straight line while they are in reality arranged in a circle in the center of which shaft K. (here shown as a straight rail K is disposed and on which contact lever K rotates. The shifting of lever K from contact to contact is obtained in the same manner as shown and described with reference to the distributors by means of a ratchet wheel (not shown) and by electromagnet K (shown here diagrammatically as circle). The selector is provided with as many contacts 1, 2, 3, 4, 5, as the train on the hump has cars or groups of cars.

Contact lever K, operated by magnet K is connected with one pole to battery N, and

with the other to a railcontact I, located in front of the first siding. This rail contact must be of such construction that each car assigned to a certain siding in passing over it will cause only one current impulse. A device of this character may for instance comprise an insulated rail as shown in the drawings, thelength of which is greater than the longest wheel base of any car passing it. Thus the first, car cut loose from the train will move lever K through the action of magnet K from. its rest position onto contact 1, the second car will move it onto contact 2, and so on. Each of these cont-acts is connected with a certain dead contact of distributers B, G, D according to the directing chart of the cars, so that the selector contacts 1, 2, 3-, 4 when cooperating with the step by step operated lever K, will have the same efiect on the distributers as the closing of the keys Z, Z by the towerman according to Fig. 1, that is to say they will cause the first impulse and thus the starting of the distributers.

The operation according to Fig. 3 is as follows: The train on the hump may c0m prise 11 cars or groups of cars which are to be directed as follows:

Into siding a cars "W W, Into siding 6 cars W W W Into siding 0 cars W W Into siding d cars W W,

Into siding e cars W W According to this chart the 0 contact of lever B of the distributor B which conroduces an impulse in selector magnet K which shifts lever K, onto contact 1 and thus starts distributer D which is now operated step by step in the same manner as described with reference to Fig. 1 until relay R, throws the point movement into operation for closing the points for siding d. While thecar is on its way to the siding and between the points and I car W runs over 1 and by thus causing lever K to move onto contact 2 it starts the operation of distributer B (circuit-ground N 13,, 1 13,, 0, 2, K ground). Upon arrival on I car W shifts lever B from a to b, without disturbing the distributer D owing to the lever B, of the latter being already moved from the contact connected with I, through the moving on of car V Upon arrival of levers B B on contacts 2),, 6 through closing of contact I by car W magnet m of relay R is energized through closing of contact 13,, b, which causes the closing of the points of, siding b and thus car W is shunted into its proper siding. The third car W, in passing over I, shifts selec- "tor lever K, onto contact 3 and causes through energizing of' magnet m of relay R, the closing of the points of siding a, so that also this car will be properly shunted. The fourth car connects distributer G, the fifth car only shifts selector lever K, without causing the points of any siding to operate because this car is to be directed into main track 6. Car WV starts distributer B, which after car WV is shunted to the siding Z) has returned to its normal position by the action previously described, and so on. In order to return all distributors to their normal position each time after they have guided a car to the siding which they control, the same means described with reference to Fig.1 are employed. All contacts 5 0 621 of each distributor which are not employed in the shunting operation are connected with each other and with the zero return contacts h h in, of the relays R R R respectively, also previously described, which in turn are connected with a ermanently operating interrupter U. T rough the impulses produced by this device each distributer is returned into its normal or zero position to be ready-for guiding the next car into its siding.

In the above description of the several modifications the fundamental idea of the invention and the principal function of the device has been explained, which is tosecure the timely throwing of the points independently of the attention of the towerman. In

the following l will now describe certain details important for the practical operation of the system: In the first instance, in order to easily adapt the system shown in Fig. 3 to any directing'cha-rt of which the one previously described is only an example, the contacts 1, 2, 3, 4, of selector K may be provided with flexible cords and plugs such as are for instance used on telephone switch boards, in order to connect any number of such contacts with the 0 contacts of any desired distributer. However in order to avoid they technical disadvantages of coin,

motions of that character, the system may be provided with a combination selector V as illustrated in Fig. 4, which consists of two groups of conductive rails disposed one above the other, the rails of one group running at group. In Fig. 4 the vertical rails are connected with the selector contacts 1, 2,3,4,

right angles to. the rails of the other distributer can control only one car. This disadvantage may be overcome by providing several distributers for each siding. In

nation in distributers F G with the siding nected with point movement M and more- Fig. 4 such an amplified system is represented in which, however, for simplicity only the distributers for si ings c and g are shown. Each of these sidings has three distributers, A, B, C for siding c and F, G, H for siding g. The point movements with their corresponding relays which have already been sufiiciently described and illustrated are-merely indicated by M M In order to show how broadly a system of such character maybe applied the yard represented in Fig. 4 is provided with several groups of sidings so that several points have to be thrown in order to shunt 'a car into a certain siding. The contacts of distributer levers A B G with equal denomination (a 6 0,) are connected together and withrail contacts I I 1 respectively. Likewise the contacts a 6 0,, (Z, of like denomi- H are correspondingly connected with each other and with rail contacts 1,, I 1,, I respectively as shown in the diagram. The distributers of the remaining sidings not illustrated are provided; with like connections. For each car directed to any siding of group a, b, 0, (1 point movement M of the track d must be operated immediately after the car has passed rail contact I For this reason the second contacts a of all distributers for the sidings a, b, c, are connected with point movement M (in the figure only the connections for siding 0 are shown). Moretrolling siding 0 as soon as the car passes over contact 1,, for which reason the contacts d, of'leverls A B C are all connected with point movement 1H,. Likewise the contacts o of all distributers cooperating group e, f, g, h, are conover contacts d 6 of the distributors of siding g are connected with point movements M and M in order to start in sequence movements M M, and M p In order to permit always the running of three cars assigned for siding g at the same time, for each of these cars one of the three distributers F, G, H must be selected by means of combination selector V. As an for each siding only one rail leading to lvert'i'cal rail. .1 selection for 3 only at a crossing not covered by a wing for instance where the rail connected with it crosses the tenth vertical rail.

over the distributers illustrated must cause I the operation of point movement M conmay form part of the example the following may be assumed Gar W to siding 0 Car 7 to siding 9 Car W to siding 6 Car W, to siding d Car W t'o siding 0 Car W to siding 6 Car W to siding 9 Car W to siding 0 Car W to siding b Car W to siding 0- distribution chart Accordingly four cars W W W W are assigned to siding 0.

For car W the fourth r. this siding, again distributer A must be selected which was however already selected to control car W This double select-ion by selector V, however, does not interfere with the operationof the distributers insuch instances inasmuch as car W has been shunted into its siding long before main selector K starts the operation of the dis- Qtributer now controlling W Nevertheless care should be taken that. the same distributefr is not used in succession for the control 5 atleast two other cars are I stance for car 17V the distributer controlling car W should not be selected, because in this instance the main selector would assign this f distributer already :still cont-rolling car two-cars in succession between which not running. For 1nto car W, while itis W and thus it would fail to properly operate. To avoid such octributerC to the eighth vertical rail of the selector V covers the two crossings of the C with theninth and tenth Therefore the next or fourth siding 0 (W can be made Incase of less complicated gravity sys-.

i tems the number of distributers may be considerably reduced if instead of the fixed 'cormection; between each distributer and certain' point movement-s, point selectors are in terposed between the distributor and the point movements by means of which it is ossibl'e to operate any of a certain numer; of point movements-desired by means of a certain distributer. These point selectors combination selector. A device of this character is illustrated in Fig.5. In this figure A is the distributer which may be started for instance when a car passes over rail contact I Its two levers A A slide over contacts 0, a 6,, 0 d, and o,- a',, 5 0 d respectively. The

contacts of lever A are double contacts one 5 currences the plugs on selector V maybe pro- E vided with wings'which cover the plug holes of the next two rails, as illustrated. For infstance the wing of the plug connecting disintooperation. Since in most instances several cars Wlll be under way at the same time always several distributers of this kind should be provided, at least as many as there are cars or groups of cars presumably running at the same time. Each car controls then its own distributer independently of the other car whereby each distributer will guide its car into the siding to which it is assigned according to the selector. I

The arrangement of a system in which several distributers of thecharacter shown in Fig. 5. are employed is shown in Figs. 6 to 8. In describing these figures it may be assumed as an example that four cars can run simultaneously. Accordingly four distributers A, B, G, D with their levers A,, A,, B,, B,, 0,, C,, D,, D, are provided. For each distributer is provided a point selector E, F, G, H respectively with their corresponding levers E,, F,, G, H,. The general arrangement is similar to that -shown in Figs. 4: and 5. The selector K in its structure may be of the same form as that previously described, the only difference being that only as many contacts are necessary as there are distributors, in this instance four. Each of these contacts 70,, 70,, k is, is in fixed connection with the 0 contact of one distributer as shown in Fig. 6. The selector lever K, is in its restingor normal position located between contacts 70, and 7c, (the contacts being in reality arranged in a circle as previously explained), and is shifted onto contact is, through the closing of rail contact I, by the first car to run, by which magnet K,, receives animpulse. The second car shifts lever K, onto 70,, the third onto 70,, the fourth onto 70,, the fifth shifts again lever K, from k, onto 70,, the sixth onto 70, and so on in continuous circle.

In the following example. it is that six cars W, W are to be into the following sidings:

assumed directed correspondingly assigned to distributers A, B, C, I), and which as was assumed may shifting this the shifting noes/see run simultaneously, the levers E,, F,, G,, H, may beset before the cars start, ingly as shown in Fig. 6 lever E, is shifted to contact 0,, F, onto (i G, onto (1,, and H, onto 0,). When nowthe first car lV, runs over rail contact I, and lever K, of the selector K is thereby shifted from its rest position to contact k,jcircuit:-ground K,, 70, A",, A,,, N, groundis 'closed and magnet A,,- shifts levers A,, A, of the distributer A from 0 to contacts a, and a, respectively. In like manner the second car W, shifts lever K, of the selector to la, and thus causes of levers B, and B, of distributer B to a, and a,, the third car W shifts K, to is, and in distributer C- levers C, and C, to a, and a, respectively and so on. In the meantime car W, ri1ns over rail contacts I, and Land thus operates its distributer .A step by step in the manner ,described in detail in Fig. 1 so that its lever A, passes in sequence over contacts 6,, c, and so on. Distributer B is in no way affected by car W,

' becausethis car has in each instance already left the rail contacts I, and I before lever B, ofdistributer B has reached the contacts connected with these rail contacts. The op eration of olistributer B can thus be caused only by car'W,

Fig. 7 shows the condition of the system accordwhen the third ear W, has started and run over-rail contact I,. W, has then run over contact 1,, the levers A,, A, of its distributer are on contacts 0,, 0,, point movementM receives current because then the circuit ound N,, E,, 0,, 0, M, ground-is closed so that the points ofsiding 0 are closed. These points are shown as closed in Fig. 7. At that time car W, is still between I and 1,, W between I, and I, as also shown. The levers B,, B of distributer B are on contacts 6,, 6,, levers (3,, G, of C on contacts a,,. a,. Thus also point movementM, receives current because (circuits-ground N,, G,, (1 a,, M, groundeis closed (accordingly the points controlled by M, are shown closed); Thus cars W, and W, run into the sidings c and a respectively to which they are assigned, while car W, continues to run on the main track 1'.

In Fig. 8 the cars W, and W are shown on their destination. W,, isnow running between -rail contacts I, and I, and W between I, and 1,. .Levers A, and G, of dis-, I

tributers A and C have been returned to their normal position-in the manner previously described and are free ready to control another car. Thus lever E, of point selector E belonging to distributer Amay now already be set onto contact a, in order to control the shunting of car W, into siding a.

only the number of A of A are shifted to contacts a and 0 car W has then arrived in front of the movement M of siding dend movements M and M close their points so that car W will run into siding a and IV, into siding (Z. This relieves distributor B and its point selector F may now be set for siding b in order to control the car through this distributer on its way to this siding. In case still more than six cars should be directed the next distributeravailable therefor would be C with its point selector G and D with its point selector H, after their cars which they heretofore controlled have reached their destination. I

This whole apparatus is extremely simple to operate, the towerman should merely take care that he does not set a point selectoranew, the distributor of which still controls a car, and thus still operates. However according to the invention also in this respect mistakes by the operator may be prevented by having the point'selectors locked in their position "unless their distributer is in its rest position. The automatic return of the points and of the distributors to their normal position may be accomplished in the manner already described with reference to Figs. 1 to 3. v

The whole operation of. the yard system may be considerably simplified if for each car or hump an individual distributerand point selector is provided. In this case all selectors may be set right in the beginning before at cars start carefully according to the directing chart and without haste. Thus the distribution of cars is automatic throughout.

In order to savedistributers, several distributors may be combined into one and point selectors may be equal to the number of cars. For this purpose auxiliary'selectors of similar character as such shown in Figs. 6 to 8 may be employed according to my invention, which may be switched by the magnets of the distributers from one point selector to the other. A system employing auxiliary selectors As in Figs. 6 to 8 it may be assumed that four years may run simultaneously. Therefore four distributers A, B, C, D are provided of which however only A is shown completely in connection with its selectors and relays. After one whole cycle of operation of its levers A,, A A A.., the distributer feeds the contact levers Z and Z, of auxiliary selector Z onecontact. The

group. of cars discharged from the.

of such character is shown in Fig. 9.

contacts cooperating with Z are connected to the levers E E E and those cooperating with Z, are connected to the levers E E E of the point selector. Thus the auxiliary selector establishes in the proper sequence the connections w th the upon distributor A the distributers B,

proper selector levers. The levers E and E and E E and E respectively are mechanically coupled, and the contacts of the main selector K are as also shown in Fig. 5 connected with the 0 contacts of the levers A B C I), (only the connection of A is shown in Fig. 9). Therefore as soon as the first car W, runs over rail contact I it starts and controls distributor A, the second car W controls B, W con trols C, IN controls D, W again controls A, and so on (only W and A are shown here). So long as car IV, is under way the distributer A operates in the same man-.

ner as described with reference to Fig. 3, until car W has reached the siding selected by the selector levers E and E Therereturns automatically into the rest position and thereby shifts levers Z and'Z of auxiliary selector Z one contact farther. By this shifting distributer A and its devices are set in proper condition to control the shunting of car VV 'for instance into siding a. In a similar manner 0 and D are operated independently from each other.

The devices heretofore described and shown which control the shunting of the cars to the sidings to which they are as signed are provided with mechanically operating feeding or switching devices, in which through each currentimpulse produced by a car by closing a rail contact, a ratchet wheel (P in Fig. 1) is fed one tooth. According to the invention these devices may also be replaced by devices which consist of a series of electromagnets which cause in similar manner the closing or setting ofcircuits controlling the closing and opening of the points as was previously described and illus: trated by the ratchet wheels. A distributor of this character is shown in Fig; 10 in detail while Fig. 11 shows the general arrange ment of a number of distributers and relays of this character. As an example car IV, may be assigned to siding e the points of which are operated by movement M which in turn is controlled by distributor The general arrangement" of the sidings, the main selector K and the combination selector V may be similar to that shown in the previously described figures. Distributor m is provided with five electromagnets m m m with their respective armatures'a a 0/ and their contacts 0 assume three positions, they are either en- 0 These armatures may tirely attracted. or entirely pulled off or they may be in the middle position. This latter position shall be called hereinafter the normal or rest position for all of these armatures except the first armature a which has no middle position. When car W runs over rail contact I lever K of selector K is shifted in known manner from its rest position onto the first contact. Thereby magnet m is'energized, which in turn attracts its armature a and thus closes contact 0 Armature (1, is thereby pulled into its extreme off position and thus locks armature a in its attracted position owing to the shape of the armatures, the action of which has been previously explained with reference to armature r r, of Fig. 2. By closing contact 0 circuit :ground I m a 0 N groundis set which circuit however is only closed when car W runs over rail contact I 'When this happens magnet m is energized and its armature a attracted which in turn closes-contact 0 and also releases and pulls off armature a By closing contact 0 circuit :-ground 1 721 a 0 N ground-is set so that it is in condition to take up the contr'ol of a second car Fig. 10 shows the condition before the arrival of car WV, on rail contact I Armacauses polnt movement M,, to operate.

each siding, except siding a,

t-ure (L53 of magnet m is locked in attracted position by armature a which is in its extreme oifposition and thereby magnet m is connected with N over an and 0 When at last carW runs over I the last magnet m of distributer m closes circuit :-ground N 0 a It ground-and relay R or opening the points controlled by M the rail contact S is provided which is connected with relay R in the known manner pre-- viously described with reference to relay R of Fig. 2.

A plan of the general arrangement of all distributers, relays, rail contacts and point movements of the character shown in Fig. 10 is shown in Fig. 11. For each point movement M,,M M arelay R R T is provided respectively, and'moreover for one distributer m m mm is provided. The distributer for cars running into the'first siding a may be omitted because relay It, may be directly connected from the combination selector V. Distributor m of siding b' is provided with two magnets, m for siding 0 with three magnets and so on, which are all of the character shown in Fig. 10 at A similar modification of. such' a system of distributers in which magnets of the character shown in Figs. 10 and 11 control the several points is shown in Fig. 12. The distributer shown in this figure is devised for the same purpose as that shown in Fig. 10, which is to control the shunting of car Locnuaai W into siding e. However while the mechanism of the distributer shown in Fig. 10 is operated through the combination and co operation of mechanically and electrically operating elements formed by the mutually locking armatures and the contacts, the modificationin Fig. 12 represents a purely electrical connection ofthe electromagnets, controlling the contacts. In this case for instance distributer m controlling point movement M of siding e is provided. with five magnets m mg, with the armature of which the switches m m m m are connected respectively. In their normal or resting position the armatures are in the off position as shown in the figure. When now as described before the car runs over the first rail contact 1,, lever K, of the main selector K is shifted to the first contact whereby circuit :N m V, K,, N,is closed. Magnet m attracts its armature and thereby closes switches m and m This operation sets the circuit z-ground I m m N, ground-which circuit is closed when the car runs over rail contact 1,. Simultaneously with the attracting of the armature of magnet m the circuit :--ground N m m m ground magnet m is rendered independent of selector K but is through contact m rendered dependent upon the condition of the next magnet m In similar manner the circuits of the other magnets m m and m are set one by one to be closed one by one by the car running over contacts I L, 1,. Each magnet by attracting its armature interrupts the energizing circuit of the previous magnet which causes the armature of the latter to fall off and return into its normal position. As soon as the last magnet m, closes its switch a current passes through one of the magnets of relay R and movement M, operates its points as described before, After the car has passed into its siding the points may be opened through the car passing over rail contact S in siding e which energizes the second magnet of relay R, as has been also previously described in detail.

Magnet m may be omitted by having one pole of one of the relay magnets not connected with 911 but with m and its other The distributers shown in Figs. 10 and 12 have the advantage over those which are mechanically Operated that elements such as ratchet teeth and pawls subject to wear are omittedv and further that they require I less space.

uter by providing a chain of. electromagnets' energizing each other in sequence, to obtain the step by step movement of the contact lever. V

Hereinbefore I have described'the whole yard system as operated with electrically driven point movements, but it is obvious that they may be replaced by any other power suitable for this operation without departing from the spirit of my invention. The relays controlling the operation of the point movements as described may. for instance also control valves offiuid pressure operated switch points. The relays controlling the point movements may also be omitted entirely by providing a suflicient number of distributers so that each has to work only once or also by having the distributers returned gradually to their normal position by rail contacts in the sidings operated by the cars. During this operation the distributer may at the same time cause the re-opening of the points directly. Moreover this system may also be employed in case of hand operated points. In this case the distributer instead of operating or controlling a point movement controls the re,- lease of the hand lever and a signal con nected therewith. Further each car axle may influence the operation of the magnet of the main selector. In this caseithe selector and the distributers should have correspondingly more contacts, and the rail contact I must be shorter than the smallest wheel base. I

In the modifications shown and described the number of'rail contacts 1,, I has been chosen equal to the number of sidings. However from the diagrams shown it is obvious that the number and also the location of these contacts may be changed as required. For instance if the distance between two consecutive sidings is so great that several cars or grou s of-cars may be simultaneously between the points of these sidings, a greater numberof rail contacts should be provided between these points. If on the other hand the points of two sidings are too close together it may be advisable or necessary to place the rail contact of the second siding before the points of the first siding.

The relays controlling the point movements are shown in the drawings only dia grammatically. It is of course obvious that their electrical and mechanical connections should be such that the return movement of the points to normal takes place only after the car has run completely into its siding.

While I have also shown and described may be also operated purely mechanically. For instance instead of the electrical rail contacts a device may be provided at the rails which is mechanically operated by the cars and which mechanically transmits the motion through cables orrods to a distributer which in turn mechanically cooperate so with the system that this distributer eventually controls mechanically the setting of the polnts.

The electrically controlled devices shown and described merely represent an example to show how the idea embodied in the invention may be reduced to practice.

I vclaim: e

1. A switch yard for gravity systems having sidings, means for closing the points of said. sidings, and means for controlling said closing means, said controlling means adapted to be operated step by step b the car during its progress toward the si ing to be closed, and means remote from the car for selecting the controlling means to be 'operated by the car.

2. A switch yard for gravity systems having sidings, means for closing the points of said sidings and means for controllin said closing means, actuating means distributed .in suitable number along the rails between the starting point of the car and the siding to be closed and operated successively by the car on its way to said siding, for actuating of the points of the desired siding.

3. Aswitch yard for gravity systems having sidings and a plurality of means for automatically controlling the shunting of each car into any desired siding, said means. adapted to be operated step by step by tl1e car during its progress toward its siding, means on' the rails operated by the shunted car for controlling the operation of said automatic means and means remote from v the car for assigning one of said automatic means to the car desired.

4. A switch yard for gravity systems having sidings and means for automatically controlling the shuntin of each car into any desired siding, sai means adapted to be operated step by step by the car during its progress toward its sidi and rail contacts located'in suitable num r in front of the siding which receives the car and adapted to be successively operated by the latter for controlling the operation-of sald automatic means.

5. A switch yard for gravity systems havthe yard system as electrically operated it.

ing said controlling means to cause the closits siding,

-, j tributers to the car desired and a rail contact 3 also operated ing sidings and a 'ing sidings an 6. A switch yard for gravity systems, having a plurality of sidings, a separate point operating means for each siding, control means for establishing an operatlve condition in the point operating means, and circuits for actuating the control means having terminals corresponding with respective siding points and closed successively by the car in its progress from one siding point to another; of selecting means for assigning. and limiting the successive operations of the control means to a desired point op rating means.

7. A switch yard forgravity systems havdistributer for each car to beshunted into any-of said sidings, for automatically controlling the movement of the switch points of the siding required, said distributor adapted to be operated step by step by the 'car during its progress toward rail contacts operated by the car during the shunting, which control the movement of said distributer to shunt the car, means for assigning one of said 'disby said car at the start, causing the assi ing means to assign the car to the distri uter and'siding desired.

8. A switch ard for gravlty systems hav- (i a distributor or each car to be shunted into any of said sidings for automatically controlling the movement of the .switch points of the siding required, said distributor adapted to be operated .step by step bythe car during its progress toward its sidin rail contacts operated by the car during e shunting which control the movement of said distributer to shunt the car,

and means operated by'the car when it has passed into its siding. for returning its dis normal. position.

9. A switch yard for gravity systems having sidings adapted to receive the cars and distributers each adapted to control the shunting of one car at a time and to be controlled in this operation by the move ment of the controlled car during its progress toward the siding, and means for assigning a car'to a distributer', each of said sidings which is to receive the car having one of'said distributers which causes the shunting of the car assigned to it .into the siding.

I each of and distributors eac shunting of one car tributer and the switch of said siding to its 1o. A switch yard for gravity systems having sidings adapted to receive the cars and distributerseach adapted to control the shunting of one car at a time and to be controlled in this operation by the movement of the controlled car during its progress toward the siding and a selector suitably operated for assigning a car to a distributer, said sidings which is to receive a car having one of said distributers, which causes the shunting of the car assigned to it into said siding. a

11. A switch yard for gravity systems having sidings adapted to receive the cars and distributers each adapted to control the shunting of one car at a time and to be controlled in this operation by the movement of the controlled car during its progress towardthe siding, and a selector operated by the movement of the car before entering the yard for assigning said car to a distributer, each of said sidings which is to receive the car having one of said distributers which causes the shunting of the car assigned to it into thesiding, and means for suitably connecting said selector with said distributors.

12. A switch yardsfor gravity systems having sidin'gs adapted to receive the cars and distributers each adapted to control the shunting of one car at a time and to be controlled in this operation by the movement of the controlled car during its progress toward the siding, anda selector operated by the movement of the car before entering the yard for assigning said car to a distributor,

each of said sidings which is to receive the car having one of said distributors which causes the shunting of the car assigned to it into the siding, means for suitably connecting said selector with said distributers, and

a rail contact in each siding operated by the car after it haspassed into the siding for returning its distributer' and the siding switch into their normal positions,

13. A switch yard for gravity systems having sidings ada ted to receive the cars adapted to control the v at a time and to be controlled in this operation by the movement of the controlled car durin its progress toward the. siding, and ase ector.

operated by the movement of the car before enteri the yard for assigning said car to a distributor, eachof said sidings which is to/receive the car having one of said dis tributers' which causes the shunting of the car assigned to it into the siding, and means for connecting said selector with said distributers to cause the desired distributor to shunt the car into the desired siding.

14. A switch yard for gravity systems having sidings adapted to receive the cars and point movements'for said sidings, distributers each adapted to control the shunt- 

